EP0324489B1 - Méthode et appareil pour le contrôle des moteurs à combustion interne - Google Patents

Méthode et appareil pour le contrôle des moteurs à combustion interne Download PDF

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Publication number
EP0324489B1
EP0324489B1 EP89100509A EP89100509A EP0324489B1 EP 0324489 B1 EP0324489 B1 EP 0324489B1 EP 89100509 A EP89100509 A EP 89100509A EP 89100509 A EP89100509 A EP 89100509A EP 0324489 B1 EP0324489 B1 EP 0324489B1
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EP
European Patent Office
Prior art keywords
air
control
engine
learning
fuel ratio
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EP89100509A
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German (de)
English (en)
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EP0324489A3 (en
EP0324489A2 (fr
Inventor
Junichi Ishii
Matsuo Amano
Nobuo Kurihara
Takeshi Atago
Junichi Makino
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Hitachi Ltd
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Hitachi Ltd
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Priority claimed from JP63003728A external-priority patent/JP2914973B2/ja
Priority claimed from JP63181794A external-priority patent/JP2525871B2/ja
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Publication of EP0324489A3 publication Critical patent/EP0324489A3/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning
    • F02D41/248—Methods of calibrating or learning characterised by the method used for learning using a plurality of learned values

Definitions

  • the present invention relates to a method and an apparatus for controlling internal combustion engines specifically for controlling operation variables of a regulator which regulates the operating condition of the internal combustion engine.
  • the operation condition of the internal combustion engine is detected, the fuel flow necessary at present is calculated by means of an arithemtic unit, and the injection valve is driven on the basis of the result of calculation.
  • the amount of deviation is regarded as an amount of the secular change or variations in production and stored in a rewritable memory element.
  • the above amount of deviation is used as a correction term in a computing equation for determining a fuel flow.
  • ignition timing control is carried out in addition to the above-mentioned fuel control.
  • One of basic parameters for determining the ignition timing is an amount of air sucked into an internal combustion engine every cycle.
  • One of the problems is such that when the output of an air amount flow varies due to secular change or variations in production as described above, it becomes impossible to obtain the ignition timing accurately because the variations in the air flow sensor per se for detecting the amount of air which is one of a basic parameters for determining the ignition timing cannot be detected, while the fuel feed amount can be corrected finally by means of the calibration learning function.
  • control constants for determining the fuel amount etc. are stored in a memory element or electronic memory means so that those control constants are read out from the memory element or electronic memory means to determine the fuel amount in operating the internal combustion engine.
  • the control constants to be stored in the memory element or electronic memory means are determined in a manner such that under the condition that the internal combustion engine is being actually operated, values of control constants required for the operation of the engine, for example, the values with which the exhaust harmful components becomes minimum, the values with which the output torque becomes maximum, and the like, are searched in various operational regions of the engine to thereby obtain the most optimum values which satisfy the required characteristics while changing the values of control constants again and again artificially. Accordingly, it takes a long time and many hands to finally determine the values of control constants and there is a limit in accuracy of the thus obtained control constants.
  • Prior art document EP-A-191 923 discloses a method and apparatus for controlling the operation conditions of an internal combustion engine.
  • the ignition time is primarily controlled in accordance with a basic map which is stored in a read only memory.
  • the values stored in this first map are corrected by factors which are stored in a second map, this second map being stored in a random access memory.
  • the values in the second map are successively updated by a learning operation.
  • the control values are further corrected with so-called global factors, which are factors which do not depend on the operation condition or which in other words would be the same at each position of a map.
  • the engine is controlled by means of a feedback loop, where actuators are controlled in accordance with values outputted by a X-sensor and values describing the engine speed.
  • the feature of the present invention is in that characteristic correction values indicating whether the control constants are proper or not are obtained on the basis of deviation components of a control system obtained by feedback control and the control constants are corrected to be optimum values on the basis of the characteristic correction values.
  • EEC electronic engine control variable regulator
  • Fig. 1 is a partially cut-away sectional view of the whole of an engine control system.
  • the intake air is supplied through an air cleaner 2, a throttle chamber 4 and an intake manifold 6 into a cylinder 8.
  • the gas combusted in the cylinder 8 is exhausted therefrom through an exhaust manifold 10 into the atmosphere.
  • the throttle chamber 4 contains an injector 12 for injecting the fuel.
  • the fuel injected from this injector 12 is atomized in the air path of the throttle chamber 4, and mixed with the intake air to make up a mixture gas, which is supplied via the intake manifold 6 to the combustion chamber of the cylinder 8 by the opening of the intake valve 20.
  • a throttle valve 14 is mounted near the outlet of the injector 12, which valve 14 is so constructed as to be mechanically interlocked with the accelerator pedal and driven by the driver.
  • An air path 22 is arranged upstream of the throttle valve 14 of the throttle chamber 4, and contains a hot-wire air flowmeter, that is, a flow rate sensor 24 made of an electrical heat resistance wire to pick up an electrical signal AF changing with the air velocity. Since the flow rate sensor 24 made of a heat resistance wire (hot wire) is arranged in the air bypass 22, it is protected from the high temperature gas at back fire in the cylinder 8 on the one hand and from the contamination by the dust in the intake air on the other hand. The outlet of the air bypass 22 is opened to a point near the narrowest portion of the venturi, while the entrance thereof is open upstream of the venturi.
  • a hot-wire air flowmeter that is, a flow rate sensor 24 made of an electrical heat resistance wire to pick up an electrical signal AF changing with the air velocity. Since the flow rate sensor 24 made of a heat resistance wire (hot wire) is arranged in the air bypass 22, it is protected from the high temperature gas at back fire in the cylinder 8 on the one hand and from the contamination by the dust in the intake air on
  • the injector 12 is supplied with the fuel pressurized through a fuel pump 32 from a fuel tank 30. Upon application of an injection signal from the control circuit 60 to the injector 12, the fuel is injected into the intake manifold 6 from the injector 12.
  • the mixture gas taken in by way of the intake valve 20 is compressed by the piston 50, and burnt by a spark started on the spark plug (not shown). This combustion energy is converted into kinetic energy.
  • the cylinder 8 is cooled by the cooling water 54. The temperature of the cooling water is measured by water temperature sensor 56, and the resulting measurement TW is used as an engine temperature.
  • the exhaust manifold 10 has an oxygen sensor 142, which measures the oxygen concentration in the exhaust gas and produces a measurement X.
  • the crankshaft not shown carries a crank angle sensor for producing a reference angle signal and a position signal respectively for each reference crank angle and a predetermined angle (such as 0.5 degree) in accordance with the rotation of the engine.
  • the output of the crank angle sensor, the output signal TW of the water temperature sensor 56, the output signal X of the oxygen sensor 142, and the electrical signal AF from the hot wire 24 are applied to the control circuit 60 including a microcomputer and the like, an output of which drives the injector 12 and the ignition coil.
  • a bypass 26 leading to the intake manifold 6 is arranged over the throttle valve 14 in the throttle chamber 4, and includes a bypass valve 61 controlled to open and close.
  • This bypass valve 61 faces the bypass 26 arranged around the throttle valve 14 and is operated by a pulse current to change the sectional area of the bypass 26 by the lift thereof.
  • This lift drives and controls a drive unit in response to the output of the control circuit 60.
  • the control circuit 60 produces a periodical operation signal for controlling the drive unit, so that the drive unit adjusts the lift of the bypass valve 61 in response to this periodical operation signal.
  • An EGR control valve 90 is for controlling the path communicating between the exhaust manifold 10 and the intake manifold 6 and thus to control the amount of EGR from the exhaust manifold 10 to the intake manifold 6.
  • the injector 12 of Fig. 1 is controlled thereby to regulate the air-fuel ratio and the fuel increment, while the engine speed is controlled in idle state (ISC) by the bypass valve 61 and the injector 12, to which is added to EGR amount control.
  • ISC idle state
  • Fig. 2 shows the whole configuration of the control circuit 60 using a microcomputer, including a central processing unit 102 (CPU), a read only memory 104 (ROM), a random access memory 106 (RAM), and an input/output circuit 108.
  • the CPU 102 computes the input data from the input/output circuit 108 by various programs stored in ROM 104, and returns the result of computation to the input/output circuit 108.
  • RAM 106 is used as an intermediate storage necessary for the computation. Exchange of data between CPU 102, ROM 104, RAM 106 and the input/output circuit 108 is effected through a bus line 110 including a data bus, a control bus and an address bus.
  • the input/output circuit 108 includes input means such as a first analog-digital converter 122 (hereinafter called ADC1), a second analog-digital converter (hereinafter called ADC2), 124, an angular signal processing circuit 126 and a discrete input/output circuit (hereinafter called DIO) 128 for inputting and outputting a 1-bit data.
  • ADC1 first analog-digital converter 122
  • ADC2 second analog-digital converter
  • DIO discrete input/output circuit
  • ADC1 includes a multiplexer (hereinafter called MPX) 162 supplied with outputs from a battery voltage sensor (hereinafter called VBS) 132, a cooling water temperature sensor (hereinafter called TWS) 56, an atmospheric temperature sensor (hereinafter called TAS) 136, a regulation voltage generator (hereinafter called VRS) 138, a throttle sensor (hereinafter called OTHS) 140 and an oxygen sensor (hereinafter called 0 2 8), 142.
  • MPX 162 selects one of the inputs and applies it to an analog-digital converter circuit (hereinafter called ADC) 164.
  • a digital output of the ADC 164 is held in a register (hereinafter called REG) 166.
  • REG analog-digital converter circuit
  • AFS flow rate sensor
  • ADC2 analog-digital converter circuit
  • REG register
  • An angle sensor (hereinafter called ANGLS) 146 produces a signal representing a reference crank angle such as 180 degree (hereinafter called REF) and a signal representing a small angle such as 1 degree (hereinafter POS) and applies them to an angular signal processing circuit 126 for waveform shaping.
  • REF reference crank angle
  • POS signal representing a small angle such as 1 degree
  • DIO 128 is supplied with signals from an idle switch 148 (hereinafter called IDLE-SW) which operate when the throttle valve 14 is returned to the full-closed position, a top gear switch (hereinafter called TOP-SW) 150 and a starter switch (hereinafter called START-SW) 152.
  • IDLE-SW idle switch 148
  • TOP-SW top gear switch
  • START-SW starter switch
  • An injector control circuit (hereinafter called INJC) 1134 is for converting a digital computation result into a pulse output.
  • a pulse INJ having a duration corresponding to the fuel injection amount is produced by INJC 1134 and applied through an AND gate 1136 to the injector 12.
  • An ignition pulse generator circuit (hereinafter called IGNC) 1138 includes a register (hereinafter called ADV) for setting an ignition timing and a register (hereinafter called DWL) for setting an ignition coil primary current start timing. These data are set by CPU. The pulse ING is generated on the basis of the data thus set, and is applied through an AND gate 1140 to an amplifier 62 for supplying a primary current to the ignition coil.
  • ADV register for setting an ignition timing
  • DWL register for setting an ignition coil primary current start timing.
  • the opening rate of the bypass valve 61 is controlled by a pulse ISC applied thereto through the AND gate 1144 from a control circuit 1142 (hereinafter called ISCC).
  • ISCC 1142 has a register ISCD for setting a pulse duration and a register ISCP for setting a pulse period.
  • An EGR amount control pulse generator circuit (hereinafter called EGRC) 1178 for controlling the EGR control valve 90 includes a register EGRD for setting a value representing a duty cycle of the pulse and a register EGRP for setting a value representing a pulse period.
  • the output pulse EGR of this EGRC is applied through the AND gate 1156 to a transistor 90.
  • the 1-bit input/output signal is controlled by the circuit DIO 128.
  • Input signals include the IDLE-SW signal, the START-SW signal and the TOP-SW signal, while the output signals include a pulse output signal for driving the fuel pump.
  • This DIO includes a register DDR 192 for determining whether or not a terminal is used as an input terminal and the register DOUT 194 for latching the output data.
  • a mode register (hereinafter called MOD) 1160 is for holding commands for specifying various conditions in the input/output circuit 108. By setting a command in this mode register 1160, for example, all the AND gates 1136, 1140, 1144 and 1156 can be actuated or deactivated as desired. It is thus possible to control the start and stop of the output of the INJC, IGNC and ISCC by setting a command in the MOD register 1160.
  • DIO 128 produces a signal D101 for controlling the fuel pump 32.
  • the fuel injection by means of the injector 12 is carried out periodically intermittently in synchronism with the rotation of the engine, and the control of the fuel injection amount is performed by controlling the valve opening time of the injector 12, that is, the fuel injection time T in one fuel injection operation.
  • the fuel injection time T is basically determined as follows.
  • K const represents an injector factor
  • Tp a fundamental fuel injection time
  • a air-fuel ratio correction factor T s ineffective fuel injection time
  • K t a steady-state learning factor
  • K t a transient-state learning factor
  • K s an ineffective fuel injection time factor
  • Q an intake air flow rate
  • N the engine speed
  • the output signal of the oxygen sensor 142 by X.
  • This signal X is produced in digital form (taking a high-level or low-level value alone) according to the presence or absence of oxygen in the exhaust gas.
  • the output signal X of the oxygen sensor 142 is checked, and the control factor a is changed stepwise upward or downward each time the output signal ⁇ changes from high (air-fuel ratio on rich side) to low level (air-fuel ratio on lean side) or from low level to high level, followed by gradual increase or decrease thereof.
  • the process of taking out this learning factor KR is performed in all engine operating regions subjected to oxygen feedback control.
  • Fig. 4 shows an example of the memory map for writing the learning factor KR, in which the engine operating regions are determined by the engine speed N and the basic fuel injection time Tp, and each learning factor Kl determined as above is stored therein according to each operating region.
  • the learning factor Kl is picked up only when and on condition that at least n extreme values of the control factor a (n: a predetermined value such as 5) have appeared continuously while the engine operating conditions remain in the same operating region.
  • the map of Fig. 4 which is used to store the learning factor Kl used for controlling the fuel injection time Ti steadily according to equation (1), is defined as a steady-state learning map.
  • the learning factors Kl are not directly written or corrected in the steady-state learning map but by use of another two maps including a buffer map and a comparison map as shown in Fig. 5 having the same regional configuration as the steady-state learning map.
  • the steady-state learning map and the comparison map are both cleared as shown in Fig. 6 (A).
  • the engine is operated under this condition and each time the value of the learning factor Kl is determined for each operating region, it is sequentially written in a corresponding area of the buffer map alone.
  • the routine for determining the learning factor Kl in this process will be described later.
  • the factor Kl in equation (1) is set to 1.0.
  • the number of the operating regions in which the learning factor Kl is written in the buffer map is increased as the engine contunues to be operated.
  • the learning factors Kl for all the 64 operating regions provided in the map cannot be determined easily by normal engine operation since the operating regions include sufficient margins over actual engine operation.
  • the same data of number C written in the buffer map is also written in the comparison map as shown in Fig. 6 (B).
  • the value I is determined smaller than the number 64 of the operating regions provided in these maps, and is set to the range from 20 to 30 in this case.
  • predetermined learning factor Kl is written in all the operating regions to complete the whole buffer map. This state is expressed by D in the drawing. This data D is transferred to the steady-state learning map, followed by transfer to the buffer map of the data C which has thus far been stored in the comparison map as shown in Fig. 6 (D).
  • the learning factors KR in the steady-state learning map and the buffer map are corrected by a new factor as shown in Fig. 6 (E) each time a new learning factor KR is obtained by the learning in a corresponding operating region as shown in Fig. 3, thus changing the data D and C to D' and C' respectively.
  • the control factor a is temporarily made 1.0, and the data C' written in the buffer map is compared with the data C stored in the comparison map to check to see whether or not the difference in the number of factors in respective regions reaches a predetermined number m. If it has reached the number m, the data F of the buffer map of Fig. 6 (F) is transferred to the comparison map as shown in Fig. 6 (B). Then, as shown in Fig. 6 (C), on the basis of the value of the data in the regions already corrected, the factors of all the regions are corrected and written in the steady-state learning map.
  • Fig. 6 (F) indicates the processes from (B) to (D) sequentially conducted.
  • the number m mentioned above is a predetermined value such as 10 smaller than number 1.
  • the air-fuel ratio can be controlled while maintaining the average value of the control factor a always near 1.0 by the learning factor K , resulting in a high responsiveness to fully prevent the exhaust gas from deteriorating during the transient state.
  • the decision of the time point where the steady-state learning map is to be rewritten by learning is very rationally made by comparison between the buffer map and the comparison map, so that the learning becomes possible accurately meeting the aging of the characteristics of the parts, thus keeping the exhaust gas characteristic uniform over a long period of time.
  • the learning factor KR in the regions in the column to the extreme right in the lowest line of the map is used for control, and therefore an optimum power correction is automatically effected all the time even when the engine operating conditions enter the power running area.
  • Step 304 the average value ⁇ ave shown in equation (3) is calculated.
  • Step 306 decides whether or not the average value ⁇ ave is included in the range between upper and lower limits shown in Fig. 3, and if it is included, it indicates that normal feedback control is effected so that the counter is cleared at step 326 and the process is passed to step 332.
  • step 310 calculates the present operating region determined from the basic fuel injection time Tp and the engine speed N shown in Fig. 4, followed by step 312 where it is compared with the immediately preceding operating region of the routine to decide whether or not the operating region has undergone a change. If it is found that the operating region has changed, that is, when the answer is "Yes", an operating region is not determined where the learning compensation amount KR is to be written, and therefore the process is passed to step 326.
  • step 316 the counter is counted up at step 314, followed by step 316 to decide whether or not the counter has reached n. If the count is not n, that is, when the answer is "No", the process proceeds to step 332. If the count is found to have reached n, by contrast, that is, when the answer is "Yes”, step 318 clears the counter, and the process is passed to step 320.
  • Step 320 decides whether or not the first steady-state learning map has been prepared by the operation from (B) to (D) in Fig. 6. If the map is not yet prepared, the process proceeds to step 322 and so on to perform the operation of (A) explained with reference to Fig. 6. Step 322 decides whether or not the factor KR has already been written in the operating region involved. If it is already written, that is, when the answer is "Yes”, the process is passed to step 332 without any further process. If the result is "No", on the other hand, step 324 writes the learning compensation amount KR calculated at step 308 in the operating region involved.
  • Step 328 adds the learning compensation amount KR to the dividing point of the steady-state learning map and the buffer map, followed by step 330 where the air-fuel ratio compensation factor is made 1.0.
  • Step 350 decides whether or not the first steady-state learning map has been prepared, and if it has not yet been prepared, that is, when the answer is "No", the process is passed to step 354 to check the number of regions written of the buffer map. If the number has reached 1, the process is passed to step 356, while the process proceeds to step 370 in the opposite case. If the steady-state learning map is found to have been prepared that is, when the answer is "Yes” at step 350, step 352 checks the difference between the data on the buffer map and the comparison map. If there is a difference of m between the data between buffer map and comparison map, the process proceeds to step 356 to prepare a steady-state learning map. If the data difference is less than m, by contrast, the process is passed to step 370.
  • Step 356 the flag in the process of preparing a map is set to prohibit the writing of the learning result.
  • Step 358 transfers the data in the buffer map to the comparison map, followed by step 360 where the steady-state map is prepared by use of the buffer map.
  • Step 362 transfers the data of the buffer map thus prepared to the steady-state learning map, followed by step 364 where the data of the comparison map is transferred to the buffer map.
  • Step 366 sets the flag meaning that the steady-state learning map has been prepared. This flag is used for decision at step 350 and step 320 is Fig. 7.
  • Step 368 resets the flag indicating the process of map preparation set at step 356.
  • the foregoing is a process for forming the steady-state learning factor owing to the 0 2 feedback control by use of an 0 2 sensor and the steady-state learning of the air-fuel ratio correction factor.
  • the learning factor is used in determining the secular-change correction factor and control constants which will be described later.
  • K t (N, T p *) will be considered in the case where the N, Tp * are divided so that the iso air-flow lines are arranged diametrically as shown in Fig. 9 (Q a1 - Q a7 ).
  • a map of 4 x 4 is considered, and let the learning values be the intersections.
  • the factors of the K t map are regarded as a matrix and the elements of the matrix are represented by Mij as shown in the Table 1.
  • the elements of the matrix reflect the matching factors in the form as shown in the Table 1.
  • the values a1 - a3 which are normalized with the value a4 of E1 at the Tp 4 can be obtained through division as shown in the following Table 2 with respect to the elements of matrix of the K t map (Table 1). Accordingly, if the characteristic with respect to this Tp is captured, it is possible to correct the ineffective fuel injection time T s to establish matched condition, for example, on the basis of the tendency as shown in Fig. 11 (the value of E1 changes largely in proportion to the unmatched amount of the ineffective fuel injection time T s in the region where the value of the fundamental fuel injection time Tp is small).
  • Equation (12) From the relation of equation (11), the values E1(T p4 ) and (T s *- T s ) can be deduced by the method of least square by using the respective values of E1 (T pi )/E1 (Tp 4 ) at the four points T p1 - Tp 4 . Accordingly, the following equation (12) can be obtained.
  • the characteristic of E1 due to (T s *-T s ) can be calculated over the whole region of learning.
  • Fig. 12 shows the case where the value of Q a is corrected in the same manner as Fig. 10.
  • the calculation of the matrix (Table 1) is shown in the following Table 3.
  • the fuel injection time is expressed as follows.
  • the factors to be corrected are distinguished for K const , T s and Q a in view of the changes appearing K t due to the 0 2 feedback, depending on the main causes of generation of the changes.
  • the fundamental fuel injection time Tp is corrected with the product of the correction factor Klcd2 of the injector factor K const and the correction factor Klcd3 of the Q a , as shown in the equation (22).
  • the fuel injection time T i is obtained by adding the battery correction time (T s + Klcd1) to the fundamental fuel injection time Tp, as shown in the equation (22).
  • the correction for the fuel injection time which has been carried out generally with K l , is classified depending on the main causes, and, particularly, the fundamental fuel injection time Tp can be corrected in the manner as shown in the above equation (22). That is, separate learning for every cause can be realized.
  • the learning factor K t can be separated into the K const correction factor Klcd2, the T s correction factor Klcd1, and the Q a correction factor Klcd3.
  • the respective initial values of K const , T s , and Q a are given.
  • the K t -(N, Tp) map is in the not-learned state.
  • the 0 2 feedback is carried out, various operation conditions (mode operations) are realized, the learning is performed on the K t (N, Tp) map, so that the K t (N, Tp) map in the learned state is obtained in the block B40.
  • the correction on the air flow rate is carried out. From the characteristic of the elements of matrix in the Table 1, it is understood that the values normalized with c4, which is the value of E3 in the case of Q a4 , can be calculated by division of the elements of matrix as shown in the Table 3. From the Table 3, it is understood that there are several ways of calculation depending on the elements. In the case where learning has been carried out on the K t map, average processing may be performed when it is judged that the average processing is effective in view of scattering of values. In the case where learning has been less performed, on the contrary, it will do to carry out correction by obtaining values of irreducible minimum.
  • Klcd3 of the Q a correction is made in a manner as shown in the following equations so as to make the relative error constant be 1/c4.
  • Klcd3e represents the value which has been subjected to relative error correction.
  • a method is proposed as follows for correction on K const and T s . That is the way of correction on T s through division of matrix elements of the K l (N, Tp) map.
  • the values of a1/a4 and a2/a4 in a low load region become larger than 1 (one), and therefore operation is made so as to increase the value of Klcdl.
  • operation is made so as to make the value of Klcd1 small.
  • the degree of increase/decrease of Klcd1 may be set as shown in the following equation (28) in order to raise the converging speed of T s .
  • the calculation of factors a1/a4 etc. is as shown in Fig. 11.
  • a characteristic value which becomes a function of Tp is calculated depending on the unmatched value of T s from the revised K t map, and the T s correction value is normalized by use of the calculated characteristic value as a reference.
  • control constants can be normalized, the calculation of the fundamental fuel injection time can be normalized so as to make the setting of ignition time proper to thereby make it possible to realize proper engine control collectively.
  • Fig. 15 shows a control constant correction device.
  • An air-fuel ratio feedback means 400 generates an air-fuel ratio correction factor a through 0 2 feedback.
  • a steady-state learning means 500 carries out the steady learning shown in Figs. 7 and 8 so as to make learning on the air-fuel ratio correction factor in the steady state.
  • a characteristic index calculation means 600 calculates characteristic indexes with respect to the respective control constants by use of the air-fuel ratio correction factor subjected to the steady-state learning.
  • a control constant correction means 700 executes correction processing on the control constants by making reference to the characteristic indexes.
  • the characteristic indexes with respect to the control constants are defined as the values of ai/a4, ci/c4 etc., as shown in Figs. 10 and 12, and obtained through division between the elements of the air-fuel ratio correction factor a subjected to the learning. Further, at this time, since the air-fuel ratio correction factor a has a value near 1.0, the above processing can be carried out through subtraction in place of division.
  • Fig. 16 is a brief flowchart for executing a characteristic correction routine 2000 after the steady-state learning step 500 (executed by the steady-state learning means 500 in Fig. 15).
  • Fig. 17 is a brief flowchart of this characteristic correction routine HIMBASE. In Fig. 17, first, judgement is made as to whether the number of learning is equal to or larger than a predetermined value NA in the step 2010. Then, the processing is shifted to the step 2020 if the answer is "Yes" in the step 2010, while the characteristic correction processing is not carried out if the answer is "No".
  • step 2020 to the step 2050 determination is made as to which one of a detailed logic 2060 and a simple logic 2070 is to be executed. That is, the detailed logic 2060 is executed only in the case where the judgement proves that the number of obtained values of the Q a characteristic QAN is larger than a predetermined value QANS and the number of obtained values of the T s characteristic NTS is larger than a predetermined value NTSS, while the simple logic 2070 is executed in the other case.
  • Fig. 18 is a flowchart showing the processing contents of the simple logic HIMSIMP.
  • a matching state flag operation step 2110 is performed.
  • this step it is determined that the matching or correction processing has been completed when the amount of change in values of the learning map obtained in the steady-state learning relative to the proceeding values falls within a predetermined range, while it is determined that there is a matching error or correction error when the amount of change exceeds a given limit.
  • flags FHIMC and FHIME is set correspondingly.
  • the processing is ended here so as to be shifted to return. After returning upon completion of matching, the operation is actuated so as to execute another task with a predetermined considerably long period so that the matching processing is executed periodically.
  • the matching error processing step 2150 is executed. In this embodiment, as the contents of the matching error processing step 2150, the correction processing is basically released and only the control is executed on the air-fuel ratio correction factor by the steady state learning.
  • the i-changeover processing is executed.
  • the contents are as follows. That is, in this embodiment, there are two systems of maps, one being used as a present used map, the other being used as a calculation map.
  • the map values necessary for K const correction in the region where Tp is large is searched. This is because, in the region where Tp is large, the influence of T s is little and the influence of K const controls the whole under the condition that the variation in the Q a characteristic is less.
  • the step 2140 for intermediate average processing of the air-fuel ratio control constant a is executed.
  • the maximum and minimum values are removed from the map values a extracted in the step 2140 and the remainder values are averaged.
  • the average of the two values is produced as the intermediate average value ALPROC, while in the case where only one value has been extracted, the extracted value is produced as it is as the intermediate average value ALPRO.
  • the average value ALPRO is substituted into the K const correction value KLCD2.
  • the map value K t is searched in the region where the value of Tp in the map is small, and the intermediate average processing is executed in the step 2190 similarly to the above case.
  • the T s correction value KIcd1 is calculated through multiplication by the gain KKKCD1.
  • the learning map related to K const and T s is corrected in the map correction processing step 2210, and upon completion of map correction, the map is changed over in the step 2220 so that control can be performed with new factors.
  • the characteristic indexes related to Q a are calculated.
  • the remainder is calculated by interpolation calculation so that all the characteristic indexes are calculated. Even in the case where the learning has not been entirely completed, the correction processing in this step can be executed by the interpolation processing.
  • the characteristic indexes related to T s are calculated in the same manner as in the step 2440.
  • the T s characteristic indexes present a monotonous characteristic as explained with respect to Fig. 11. Accordingly, in the case where the result of calculation does not present such a monotonous characteristic, it is judged that there is an error and the error flag FTSCMPER is set. Thus, when an error exists, the processing in the judgement step 2470 is ended.
  • the T s correction value Klcd1 is calculated in the succeeding step 2480.
  • the learning map is corrected with Q a , K const , and T s .
  • the map is changed over in the same manner as in the foregoing case so as to make the engine control with new correction values.
  • K eonsto , T so and Q ao (i) are initial reference values.
  • correction for various control constants requires a two-dimensional map of air-fuel ratio correction factor for the engine speed and load.
  • description will be made hereunder about correction for various control constants taking a serious view of efficiency of use of memories, that is, correction for various control constants which can be realized with a small number of memories.
  • an air-fuel ratio correction factor generated in the air-fuel ratio feedback means 400 is stored in the steady-state learning means 500.
  • the way of storage of air-fuel ratio correction factor varies depending on the condition of correction.
  • characteristic indexes are calculated in the characteristic index calculation means 600 and the control constants are corrected in the control constant correction means 700.
  • the various control constants are subjected to sequential correction.
  • Fig. 20 shows an embodiment in which diagnosis processing is externally carried out.
  • a serial communication port SCI is provided in each of an engine control unit and an external engine diagnosis system to make it possible to make an access between a processor in the engine diagnosis system and a RAM in the engine control unit so that data D 1 and D 2 stored in the RAM can be read from the processor.
  • Fig. 21 shows the processing executed in this embodiment of Fig. 20.
  • an engine identifying code previously assigned to the engine and the data D 1 and D 2 are read into the engine diagnosis system from the engine control unit (C/U) in the steps 900000 and 900100 respectively.
  • the data of history of the engine and the data of results of past diagnosis on another engine similar to the present engine are read into the engine diagnosis system from an external storage device in the steps 900102 and 900104 respectively.
  • the diagnosis processing mainly including the same diagnosis processing as described above and the pattern matching of the foregoing history data with the data of diagnosis result is carried out in the step 900106 and the result of diagnosis is stored again in the step 900108.
  • diagnosis can be carried out objectively and accurately because the data in the engine control unit (C/U) is transferred to the external engine diagnosis system so that diagnosis can be performed while referring to history data peculiar to the engine and examples of other engines.
  • the result of diagnosis may be written in the memory in the engine control unit (C/U).
  • the control apparatus may be arranged such that the engine is driven so that diagnosis is performed while fetching data in operation on board.
  • the characteristics of sensors and actuators provided in an engine control apparatus can be desiredly subjected to diagnosis, so that the operating conditions of the engine control apparatus can be always surely grasped, on-line gas control and self diagnosis can be performed, and rational car operating and maintenance can be attained easily.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (7)

1. Dispositif de commande pour commander un moteur à combustion interne, comprenant :
(a) des moyens (24,42,56,132,136,138,140,142,146,148) de détection de conditions de fonctionnement, dont chacun détecte un paramètre de condition de fonctionnement d'un moteur à combustion interne d'une automobile;
(b) des moyens de régulation (12,32,61,62,90) pour régler les conditions de fonctionnement;
(c) des moyens (60) de production d'un signal de commande servant à produire un signal de commande pour commander lesdits moyens de régulation sur la base d'un signal de sortie desdits moyens de détection de conditions de fonctionnement; et
(d) des moyens de réaction (60,108,400) pour produire un signal de commande (Ti,Tp) avec des constantes de commande (Ts,Kconst,Qa) pour commander lesdits moyens de régulation (12,62) par renvoi d'un signal de sortie (X) desdits moyens (142) de détection de conditions de fonctionnement pour produire un facteur de réaction (a) utilisé pour modifier le signal de commande de manière à obtenir une valeur cible du signal de sortie de réaction;
(e) des moyens d'apprentissage pour produire une carte de facteurs d'apprentissage (KI) correspondant à l'écart de la valeur moyenne du facteur de réaction (a) par rapport à une valeur cible de ce facteur pour différents états de fonctionnement (Tp,N), caractérisé par
(f) des moyens pour extraire desdits facteurs d'apprentissage (KI), des indices caractéristiques (Klcd1,Klcd2,Klcd3) utilisés pour corriger séparément une première de différentes constantes de commande au moyen du calcul d'un rapport entre des facteurs d'apprentissage (KI) de deux états différents de fonctionnement du moteur, seule ladite première constante de commande subissant une variation, ledit calcul étant répété pour plusieurs des états mentionnés de fonctionnement pour l'obtention d'une caractéristique pour ladite première constante de commande, et
(g) des moyens (60,700) pour normaliser lesdites constantes de commande au moyen de l'application de la caractéristique respective aux plus récentes constantes de commande (Ts, Kconst, Qa) de manière à corriger ledit signal de commande (Ti, Tp).
2. Dispositif de commande selon la revendication 1 ou 2, dans lequel lesdits moyens (60) de production du signal de commande comprennent des moyens de mémoire, et lesdits moyens (400,500,600,700) règlent en outre des constantes de commande initiales qui sont mémorisées dans lesdits moyens de mémoire.
3. Dispositif de commande selon la revendication 1 ou 2, dans lequel lesdits moyens de détection de conditions de fonctionnement comprennent :
- un détecteur (42) du rapport air-carburant servant à détecter un rapport air-carburant sur la base des composants des gaz d'échappement du moteur, et
- un capteur de débit d'air (24) servant à détecter une quantité d'air aspiré dans le moteur; lesdits moyens de production du signal de commande comprennent :
- des moyens (60) de production d'un signal d'injection servant à produire un signal d'injection de carburant sur la base d'un signal de sortie dudit capteur de débit d'air; lesdites constantes de commande normalisées par les moyens (400,500,600,700) de normalisation des constantes étant utilisées pour une production optimisée dudit signal d'injection sur la base d'un signal de sortie dudit détecteur du rapport air-carburant.
4. Dispositif de commande selon la revendication 1 ou 2, dans lequel lesdits moyens de détection de conditions de fonctionnement comprennent :
- un capteur de débit d'air (24) servant à détecter une quantité d'air aspiré dans le moteur;
- un capteur (146) de la vitesse du moteur servant à détecter la vitesse dudit moteur; et
- un détecteur (42) du rapport air-carburant servant à détecter un rapport air-carburant sur la base des composants des gaz d'échappement dudit moteur; lesdits moyens de production du signal de commande comprennent :
- des moyens (60) de production d'un signal d'injection pour obtenir une durée Tp de l'impulsion d'injection conformément à l'expression :
Figure imgb0049
Kconst représentant une constante de l'injecteur,
Qa un signal de sortie dudit capteur du débit d'air, et
N un signal de sortie dudit capteur de la vitesse du moteur; et
- une mémoire (106) de composantes de variation servant à mémoriser des composantes de variations déterminées sur la base d'écarts entre des valeurs cibles du rapport air-carburant réglées antérieurement conformément à une pluralité de conditions de fonctionnement prédéterminées dudit moteur, et des valeurs de détection du rapport air-carburant détectées au moyen dudit détecteur du rapport air-carburant dans une pluralité de conditions correspondantes de fonctionnement du moteur;
et dans lequel
lesdits moyens (400,500,600) calculent des valeurs de correction de constantes devant être utilisées pour corriger au moins des caractéristiques de sortie du signal de sortie Qa dudit capteur de débit d'air sur la base du contenu de ladite mémoire des composantes de variation; et
lesdits moyens de normalisation (700) corrigent le signal de sortie Qa dudit capteur de débit d'air moyennant l'utilisation des valeurs de correction fournies par lesdits moyens de calcul de correction.
5. Procédé de commande pour commander un moteur à combustion interne, comprenant les étapes consistant à :
(a) détecter des paramètres de conditions de fonctionnement du moteur à combustion interne d'une automobile;
(b) régler les conditions de fonctionnement;
(c) produire un signal de commande pour commander lesdits moyens de régulation sur la base d'un signal de sortie desdits moyens de détection de conditions de fonctionnement;
(d) produire un signal de commande (Ti, Tp) avec des constantes de commande (Ts,Kconst,Qa) pour commander lesdits moyens de régulation (12,62) par renvoi d'un signal de sortie (X) desdits moyens (142) de détection de conditions de fonctionnement de manière à produire un facteur de réaction (a) utilisé pour modifier le signal de commande pour l'obtention d'une valeur cible du signal de sortie de réaction,
(e) former une carte de facteurs d'apprentissage correspondant à l'écart entre la valeur moyenne du facteur de réaction (a) et une valeur cible de ce facteur pour différents états de fonctionnement (Tp,N),
caractérisé par les étapes consistant à
(f) extraire, desdits facteurs d'apprentissage (KI), des indices caractéristiques (Klcd1, Klcd2, Klcd3) utilisés pour corriger séparément l'une de différentes constantes de commande au moyen du calcul d'un rapport entre des facteurs d'apprentissage (KI) de deux états différents de fonctionnement du moteur, seule ladite constante de commande subissant une modification, lesdits calculs étant répétés pour plusieurs des états de fonctionnement mentionnés pour l'obtention d'une caractéristique pour ladite constante de commande, et
(g) normaliser lesdites constantes de commande en appliquant la caractéristique respective aux plus récentes constantes de commande (Ts,Kconst,Qa) de manière à corriger ledit signal de commande (Ti,Tp).
6. Procédé suivant la revendication 5, comprenant les étapes consistant à détecter une quantité (Qa) d'écoulement d'air d'admission au moyen d'un capteur de débit d'air (24);
détecter une vitesse (N) du moteur;
calculer une durée T d'une impulsion d'injection de carburant conformément à l'expression
T = Kconst.Qa/N + Ts
Kconst représentant une constante de l'injecteur
Ts représentant une constante de temps sans effet du système d'injection,
détecter un rapport air-carburant (X) au moyen d'un détecteur de gaz (142) disposé dans un tuyau d'échappement,
apprendre (B40) une variation de la caractéristique de sortie (a) dudit système d'injection de carburant (12) et dudit capteur de débit d'air (24) sur la base du rapport air-carburant (X) détecté pour produire une carte mémorisant des facteurs de correction (KI) correspondant à différents états de fonctionnement (Tp,N) du moteur,
extraire (B50,B60,B70) des indices caractéristiques (Klcdl,Klcd2,Klcd3) correspondant aux paramètres de Ts,Kconst et Qa, et
corriger lesdits paramètres (B80) de Ts, Kconst et Qa par application desdits indices caractéristiques (Klcdl,Klcd2,Klcd3) aux plus récents paramètres de Ts, Kconst et Qa, la correction (2600,2610,2620) desdits paramètres étant exécutée dans l'ordre de Ts, Qa et Kconst.
7. Procédé selon la revendication 6, selon lequel lesdits écarts entre lesdites valeurs cibles du rapport air-carburant réglées antérieurement et lesdites valeurs de détection du rapport air-carburant actuellement détectées sont calculées et conservées sous la forme d'une pluralité de facteurs de correction prédéterminés du rapport air-carburant, et selon lequel séparément desdites valeurs de correction caractéristiques calculées devant être utilisées pour la correction de variations de la caractéristique de réponse, des facteurs de correction de caractéristiques pour la caractéristique de commande d'au moins un actionneur servant à actionner ledit moteur sont calculés sur la base d'au moins deux facteurs de correction du rapport air-carburant dans les différentes conditions de fonctionnement du moteur parmi ledit ensemble calculé et conservé de facteurs de correction prédéterminés du rapport air-carburant, une anomalie étant évaluée dans le capteur et l'actionneur correspondants moyennant l'utilisation des valeurs numériques desdits facteurs de correction de caractéristiques.
EP89100509A 1988-01-13 1989-01-13 Méthode et appareil pour le contrôle des moteurs à combustion interne Expired - Lifetime EP0324489B1 (fr)

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KR890012075A (ko) 1989-08-24
DE68903639T2 (de) 1993-06-03
US5050562A (en) 1991-09-24
DE68903639D1 (de) 1993-01-14
KR0132675B1 (ko) 1998-04-15
EP0324489A2 (fr) 1989-07-19

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